Apparatus for releasing step-by-step single-chamber air-pressure brakes



Dec. 13, 1927.

J. RIHOSEK ET AL APPARATUS oRv RELEASING sTEP-BY-STEP SINGLE CHAMBER AIR PRESSURE BRAKES mea April 14, 1927 ...uan

Patented Dec. 13, 1927.

airs-S essere l JOHANN nrnosnx, on VIENNA, Ann nroHAnn LUDWIG nnocnrnn or WninniNGAU- nAnnnsnonF, l AUs'rmA, A'ssisnons or cnn-HALF 'ro THE FIRM GEBRDER nAanY, iaAsorrinnNrAnnrK nun einssnnnr Axrinn GnsnLLsoHArr, or* VIENNA,

AUST RIA..

APPARATUS son naturisme senr-:BY-srnr smeris-CHAMBER AIR-PRESSURE BRAKES.

Application filed April 14, 1927, Serial No. 183,855, and in Austria May 19, 1926.

Our invention relates to an apparatus for releasing step by step single chamber air pressure brakes.

The object of our invention is to provide brakes as the air wave, propagating along the train pipe and constituting a brake release impulse, need not be divided to act on the brake control valve and on the brake release control valve simultaneously. 4

In the annexed drawing we have diagram inatically shown by way of example an ein# bodiinent of our improved apparatus in dit- :terent positions of the parts. A

Fig..1 shows the parts in the normal run-l ning position. A

FigQ2 shows the parts in the position which they occupy when the brakes are being applied. Fig. -3 shows the parts in the' position, which they occupy when the brakes are being released and Fig. 4 shows the parts in the position, which they occupy when the 'brakes are being applied again after having been pai-5 tially released.

The brake control valve l34 :is slidably mounted in a easing and is provided with a .passage 35 and a recess 3() the latter two' being adapted to co-operate with two ports providedI in the slide seat of such. valve, One of the ports is permanently connected by a pipe 38 to the air pressure space oiE the brake cylinder and the other of these ports is permanently connected yby a. pipe 15 to the chamber 23 of the exhaust valve 10 mounted on a rod 9 and controlling the exhaust opening 3. The rod9carries a piston l7 working in a cylinder in the casing 1.

`turn valve closin'g The chamber 130i1 the brakes releasing control Vvalve l21A is permanently connected to vthe train pipel by a pipe 14. This valve is mounted non' one/end 'of the rod 20, the

other end of which carries a piston 19 worlring in a cylindrical enlargement of the cham- 'ber 23 'of the exhaust valve 10. -A groove 53 in the wall of tliesaid cylindrical enlargement establishes communication between the two sides of the piston 19 when the ,brake releasing control valveVL 21 isin its normal position, shown in"Fig. 1. A valve 52 is supported by means of a light spring 51 on the rod 2() above the. valve 21 and controls the communication between the valve chamber 13 and a'pipe 5()v leadingl to one end of the brake control valve casing. The

brake releasing control valve-21 controls the communication betweenthe chamber 13 andthe chamber 12 on one side of the piston 7. A groove. 5 in the cylinderv ofthe piston 7 is adapted to establish communication between the two sides of the piston` 7 and a pipe 4V leading to the auxiliary reservoir 39.

The lslide valve 34 is mounted on the rod 33 of its actuating piston 31 with a slight longitudinal'play, a supplemental valve 56 being rigidly mounted on the' rod 33, which valve'controls the" communication between the passage 35 of the slide valvel 34 and thel interior. of its casing.

For securing an `unobjectioiiable operation of the valves21, 52,'bye passage 54 may be provided in the casing,rsuch passage con- `nectinig the bore to which the pipe lis connected with the chainber'13, a nonre- In the normalorrunning position lshown in Fig. 1 there is the .same pressure in; the

train pipe 30, the auxiliary reservoir 39,;

the chamber 13 and above the piston7.`

l yThe valves 21 and 10 are closed whilethei valve 52 is open. The brake cylinder is in communication with the atmosphereV in yFig.2. V'llhe slide valve 34 of' thebrake the `end otthis pas-v .10oby the parts come into the position shownv control valve then connects the brake cylstated. Thisvconnection is .established byV the supplenientarv valve 5G fast on the rody 33 of the pist-on 31 and movable longitudinally in the slide valve to a limited extent. The valve* controls a port in the passage 35 and a port in the slide valve body, all as is well known and seen from Fig. 2. Air under pressure rushes Jfrom this auxiliary reservoir into the brake cylinder whereby the pressure in the auxiliary reservoir is reduced and the brakes are applied.

Assuming now that the reduction of the pressure in the train pipe was so slight,that by the reduction of the pressure in the auxiliary reservoir due to the charging of the brake cylinder the pressure may be greater than that in the train pipe, then after a short time, the train pipe pressure will exceed that in the auxiliary reservoir and the piston 31 vwill move from the position shown in Fig. 2 slightly to the left until the suppleinentalr valve 56 shuts oit the inflow of air from the auxiliary reservoir into the passage 35 and the brake cylinder, while the y slide valve 34 remains stationary in its position shown in Fig. 2, the slight force exerted on the piston 31, at the rst moment of its movement to the lett not being suliticient to overcome the friction or the slide valve on its seat, as is well known. The positions of the auxiliary valve and of the brake releasing control valve are not changed, only a reduction'of pressure has taken place in the chamber 13 of the auxiliary valve and in the space above the piston 7 of the brake releasing control valve.

It, however, the reduction of pressure in tlietrain pipe is greater than that which can result in the auxiliary reservoir from full charging the brake cylinder with the air under pressure from the aiixili.aryreservoir,

ythe brakes will be fullyapplied as in the case of emergency application of the brakes. Thus the torce with which the bralres are vapplied, may be governed at will and the `bralzes may oe applied in a plurality of successive steps with gradually increasing force as is well known. s

If after the application of the brakes a brake releasing step has to be initiated, the pressure in the train pipe is increased whereby the parts are brought into the position shown in Fig. 3. The increase ot pressure propagates through the pipe 14 to the chamber 13 and thence through -tlie pipe 5U to ythe brake control valve,` which moves into the release position. In this position, shown in Fig. 3, the brake cylinder is connected ,eve

by means of the slide'valve of the brake control valve and the pipe 15 with the space below the piston 19, which is causedto rise by the excess of pressure whereby the valve 52 is closedand the valve 21 is opened. Thereby the connection with the brake control valve is interrupted and the groove 53 and the opening 1'? are closed by the piston 19.

The train pipe pressure may then act on the bottoni side or the piston 7, the latter rises and opens the'valve 10 so that the air under pressure may escape :trom the brake' in Fig. 3. At the same time thepiston T has` uncovered the groove 5 so tliattlie air.'

under pressure may iiow 'from the train pil e o the auxiliary reservoir i'oi' cqualiiiiug ne pressures in the two.

When the pressures have equalized on both sides of tlie'piston 7, the excess o'i' pressure, due to the ldifference of areas on tl two sides oit the piston, becomes operative,v this piston moves downwards into the position shown in Fig. 4 and closes the valve 10, the valves 21 and 52 not changing 4their positions. The releasing step has thus come to an end and in case oi a further increase .of pressure in the 'train pipe, the sameoperation is repeated. Y

r1`hus the brake cylinder pressure may be reduced stepY by step in fine graduations. 1t the air pressure in the brake cylinder has thus been reduced to a' predetermined extent, the train pipe pressure acting on the top side oi' the valve 21, forces the piston rod 2O and the piston downwards into the normal position shown in Fig. 1. It the train pipe pressure is increased so tar that the equalization oi the saine with the pressure in the auxiliary reservoir takes place only a ter the pressure in thel brake cylinder has sunk below the above said predetermined limit, the parts are directly returned from the posi.- tion shown in. Fig. 3 to the position shown .in Fig. 1, as is well known.

lit' after a releasing step abialie application step has to be initiated, the pressure in the train pipe is reduced, the parts occupying the position shown in Fig. i., whereby also the pressure in the chamber 13 is reduced. yOwing to the excess of pressure on its top side the valve 52 is opened and the reduction oil pressure propagates to the brake control valve which results in shifting the brake control valve piston 31 to the position shown in Fig. 2, and in carrying into eect a brake applying step as above described with reference to Fig. 2.

As inthis brake applicationstep the piston 31 is moved to the right, the pressure on 'the right hand side of this piston is inllifi ilu lio

'return Valve 55 whereby the pressures on both sides ot the valve 54 arek equalized, so that the latter does not open.

l/Vhat we claim is:

l. In an apparatus :tor releasing step by' step single chamber air pressure brakes, the

combination of a brake cylinder, an auxiliary reservoir, a. brake control slide Valve,

a casing for the latter comprising a slide yalve seat provided with two ports adapted to cooperate with passages in the said'bralie controlV slide Valve, a piston actuating such brake lcontrol vslide Valve and` adapted t0 work in the said casing, a permanently open connection between the auxiliary reservoir and one end of the brake control Va'lvecasing,

a piston adapted to work in such enlargement, a rod connecting such piston to the brake releasing control valve, means controlled by such piston for connecting the chambers on both sides'ot the last named piston with each other and with the 'at-` mosphere, a rod carrying the said exhaust valve and a piston, a passage controlled by the said brake releasing control Valve and connecting the chamber of such brake releasing control valve with the space on one side ol the piston, a permanently open connection between the chamber on the other side of the piston and the auxiliary reservoir, means controlled by the last named piston for establishing a communication betweenrthe chambers on both sides of the last named piston, a. brake cylinder comprising an air pressure space, a permanently open connection between one ofthe ports in the said brake control'slide Valve and the said air pressure space of the brake cylinder and a permanently open connection between the other port in the brake control Valve and the said exhaust valve chamber.

2. Inan apparatus for releasing step by step single chamber air pressure brakes, the combination oi' a brake cylinder, an auxiliary reservoir, a brake control slide Valve, a' cas,

ing forthe latter comprising a slide Valve seat provided with two ports adapted to cooperate withv passages in the said brake control slide Valve, a piston for actuating such brake control slide Valve and adapted to work in the said casing, a permanently open connection between the auxiliary reservoir and one end of the brake control Valve casing, a train pipe,-a' brake releas'ingcontrol Valve, a casing therefor, comprising a chamber for such brake releasing controlvalve, a permanently open vconnection between this chamber and the said train pipe, a connection between such chamber and the other end ot the brake control 'valve casing whereby ythe latter and the brake releasing control Valve chamber are connected in series, an

lexhaust valve and an exhaust Valve casing comprising a chamber, an opening in such casing cooperating with such exhaust Valve and an enlargement, a pist-on adapted to work in such enlargement, a rod connecting `such piston to the brake releasing control Valve, a spring supported valve mounted on the end of such i'od opposite to the said piston, a seat for such spring supported Valve provided in the said connection between the chamber .of the brake releasing control valve and the other end ot the brake control Valve casing, means controlled by vsuch piston 'for connecting the chambers on both sides of the last named 4piston with each other and with the atmosphere, a rod carrying the `said exhaust valye'and a piston, a passage vcontrolled by the said brake releasing control va'lve and connecting the chamber ot such brake releasing control Valve with the space on one side of the piston, a permanently open connection between the chamber on the other side of the piston and the auxiliary reservoir, means controlled by the last named piston for establishing a communication be-l tween the chambers on both sides of the last named piston, `a brake cylinder comprising an air pressure space, a permanently open connection between one of the ports in the said brake control Valve and the Vsaid air pressure space of the brake cylinderand a permanently open connection `between the Cil other port in the brake control valve and the said exhaust 'Valve chamber.

3. In anapparatus for releasing step by Y step single chamberair pressure brakes, the combination of a brake cylinder, an auxiliary reservoir, a brake control slide fvalve, a casing for the latter comprising a slide Valve seat provided with two ports adapted to cooperate with passages in the said brake control slide valve, a piston .for actuating such brake controlpslide Valve and adaptedy to work in the said casing, a permanently open connection between the auxiliary reservoir and one end of the brake control valve casing, a train pipe, a brake releasing control valve, a casing therefor comprising a chamber for such brake releasing. control valve, a permanently open connection between this chamber and the said train pipe,

a connection between such chamber and the other end ot' the brake control valve casing, whereby the latter and the brake releasing control Valve chamber are connectedl in series, an exhaust ,valve and an exhaustv valve easing comprising a chamber., an

iOpening` in such easing- Cooperating with such exhaust Valve vand an enlargement, a piston adapted to Werl; 1n sueh enlargement, a red connecting such piston, to .the brake .releasing control valve, a springsupperted Valve mounted en the end of such rofl `oppeslte t@ tlie said piston, a seat for sueli spring supported valve provided in tliesai l Connection between the Chamber er the brake' releasinO' eontrel valve and the other end er the brale control valve easing, a bye passage connecting' with eaeli other the spaces en the opposite sides of tlre spring supported Valve, a nonreturn Valve in sueli pbere, a reel carrying the said exhaust Valve anda piston, a passage controlled by the said brake releasing eentrol Valve and eon neeting the eliainber of such brake' releasing Vcontrol Valve with the space en vone side el the piston, a pern'ianently open eenneetien between rthe Chamber en the other side el" the pieten and the auxiliary reservoir, means eontrzolled by the last named piston `'er establishing a communication between the chambers en both sides et the last named piston, a brake Cylinder comprising an air pressure space, a permanently open connectien between one of the ports in the said brake control slide valve and the said airl pressure "space of the brake Cylinder and a permanently Open connection between the fleY other port in the brake control valve and the y said exhaust Valve chamber.

In 'testimony whereof we have al'HXed our signatures. v

JOHAN N RHOSEK.

RICHARD' LUDVYIG LEUCHTERD 

